Method for Operating a Driver Information System in an Ego-Vehicle and Driver Information System

ABSTRACT

A method for operating a driver information system in an ego-vehicle is disclosed. First environment data are detected in an environment of the ego-vehicle at a first time. At least one further road user is identified based on the detected first environment data. A driver information display is provided, wherein the driver information display comprises a first graphic road user object which is assigned to the further road user. Second environment data are recorded in the environment of the ego-vehicle at a second, later time. Based on the detected second environment data, the further road user is identified again, and a second graphic road user object is formed which replaces the first graphic road user object in the driver information display. In addition, the second graphic road user object has a higher specificity than the first graphic road user object.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to German Patent Application No. DE 102019 202 585.4, filed on Feb. 26, 2019 with the German Patent andTrademark Office. The contents of the aforesaid Patent Application areincorporated herein for all purposes.

TECHNICAL FIELD

The present invention relates to a method for operating a driverinformation system in an ego-vehicle, as well as a driver informationsystem in an ego-vehicle.

BACKGROUND This background section is provided for the purpose ofgenerally describing the context of the disclosure. Work of thepresently named inventor(s), to the extent the work is described in thisbackground section, as well as aspects of the description that may nototherwise qualify as prior art at the time of filing, are neitherexpressly nor impliedly admitted as prior art against the presentdisclosure.

Modern vehicles frequently offer a comprehensive selection of varioussystems that support the driver to control the vehicle and thereforecontribute to an improvement in comfort and safety. One of thechallenges in this regard consists of configuring the interface betweenthe human driver and typical computer-based controlling so that thedriver is provided with all necessary and desired information as fast aspossible and in an easily perceptible manner. Only then may the supportoptions be optimally understood and used. Moreover, the driver must knowprecisely at every time how his vehicle will behave in a certainsituation, which support systems are currently active, and whether theiroptimum functioning is ensured. He should further always know how thesesystems are functioning and the extent to which manual intervention isnecessary.

In the following, a “driver assistance system” is understood to be anapparatus of a vehicle that supports the driver to drive the vehicle.Such driver assistance systems may be configured as pure informationsystems that support the driver; however, they may also control andregulate apparatuses that automatically influence the locomotion of thevehicle.

By using driver assistance systems, various degrees of vehicle controlautomation may be achieved. Without an activated driver assistancesystem, the driver directly influences the movement of the vehicle. Ifneed be, signals or movements of control elements actuated by thedriver, such as pedals, the gearshift lever or the steering wheel, aretransmitted to corresponding apparatuses of the vehicle which influencethe locomotion of the vehicle. Such locomotion of the vehiclecorresponds to the lowest degree of automation.

In the case of a higher degree of automation, apparatuses are intervenedwith partly automatically, which aid the locomotion of the vehicle. Forexample, the steering of the vehicle or the acceleration in the positiveor negative direction is intervened with. In the case of an even higherdegree of automation, apparatuses of the vehicle are intervened withsuch that certain locomotion types of the vehicle, for examplestraight-ahead driving, may be executed automatically. With a maximumdegree of automation, for example routes from a navigation system may bedriven substantially automatically, or the vehicle may for example driveautomatically on a highway even without a given route. In doing sohowever, it is generally ensured that the driver may also immediatelyrecover the control of driving the vehicle, even when there is a highlevel of automation, by actively steering or by actuating the pedals.Moreover, the control may be returned to the driver when a system errorarises, or a section that cannot be automatically driven is discerned.

The various driver assistance systems thereby also satisfy varioussafety functions. Given a low level of automation, only information isoutput to the driver through a driver assistance system or severaldriver assistance systems that influences the driver in the way in whichhe moves the vehicle. When there is a higher level of safety functions,warnings are output that require an immediate reaction from the driver.With this level of automation, the driver assistance systems do not,however, intervene actively and automatically in the operation of theapparatuses that influence the locomotion of the vehicle. In the case ofan even higher level of automation, apparatuses are intervened withpartly automatically, which aid the locomotion of the vehicle. With aneven higher level of automation, there is sufficient intervention invehicle apparatuses that influence vehicle locomotion for certainmaneuvers of the vehicle to be automatically performable, such as forexample emergency braking or an intentional escape maneuver to avoid acollision.

The driver of the vehicle is made aware of certain hazards from thenotices output by the driver assistance systems. This increases safetywhile driving the vehicle. When there is an active intervention by adriver assistance system in the locomotion of the vehicle, hazardousdriving situations such as collisions or uncontrolled movements of thevehicle may also be avoided when the driver does not directly intervenein the driving process. However, with respect to the safety functions ofthe driver assistance system, the driver always retains in particularthe full control and responsibility for the driving situation. Thedriver assistance system intervenes for example in the event of acollision hazard, or if the driver is no longer able to drive thevehicle, such as for health reasons.

In addition to the direct effect on the controlling of the vehicle whereappropriate, it is typically provided in driver assistance systems thatthe driver is informed of the activity of the driver assistance systemwith a certain depth of detail. For example, this may be done usingvisually, acoustically or haptically perceptible signals. This ensuresthat the driver may estimate the influence of a driver assistance systemon driving and may intervene in a controlling manner if appropriate:Furthermore, the driver should typically discern automatic interventionsin controlling early on so as not to be surprised by them.

Driver assistance systems that may intervene partially automatically inthe controlling of the vehicle and/or notify of potentially hazardoussituations through warnings may in particular relate to transversecontrol or longitudinal control of the vehicle. Combinations of thesefundamental elements of vehicle control are also conceivable. Thetransverse control component relates in particular to the position ofthe vehicle perpendicular to the driving direction, i.e., for examplethe so-called transverse position on a lane or road. Accordingly forexample, an assistant for keeping in a lane may prevent driving over alane limit, or the vehicle may be driven in the middle of a lane.Furthermore, the driver may be supported with a lane change or with anovertaking maneuver. Longitudinal control relates in particular to thespeed of the vehicle in the driving direction that for example isdetermined depending on legal provisions and road conditions, as well asa safety distance to be maintained from further road users. Acorresponding driver assistance system may support the driver forexample maintain a given speed and/or a distance from a precedingvehicle. Furthermore, one's own ego-vehicle may be prevented frompassing on a certain side; in particular, passing on the right inright-hand traffic, or respectively passing on the left in left-handtraffic is prevented, or corresponding warnings are produced.

An important element of displays that supports the driver in thecontrolling of the vehicle and supply the driver with information on theactivity of the driver assistance systems are depictions of further roadusers. In typical displays, the depiction is largely independent of theactual appearance of further road users; for example, all types ofvehicles are depicted the same. This may lend the driver an incorrectunderstanding of his environment, in particular when the display doesnot reveal whether a further road user was only detected as anunspecific object, or whether it could be determined more precisely.

SUMMARY

An object of the present invention is to provide a method for operatinga driver information system in an ego-vehicle in which the environmentof the vehicle is perceptible in a particularly comprehensive manner.

The object is solved by a method and a driver information systemaccording to the independent claims. Embodiments of the invention aredescribed in the dependent claims, the following description, and thedrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a vehicle with an exemplary embodiment of the driverinformation system;

FIG. 2 shows a traffic situation with vehicles on a road;

FIG. 3 shows an exemplary embodiment of a driver information displaygenerated by using the method while cornering;

FIG. 4A to 4C show other exemplary embodiments of driver informationdisplays generated by using the method taking into account weather data;

FIG. 5A to 5D show other exemplary embodiments of driver informationdisplays generated by using the method taking into account various typesof road markers;

FIG. 6A to 6C show other exemplary embodiments of driver informationdisplays generated by using the method for a planned lane change;

FIG. 7A to 7C show other exemplary embodiments of driver informationdisplays generated by using the method taking into account impendingoncoming traffic, if applicable;

FIG. 8A to C show various depictions of the ego object in the driverinformation display that may be generated and output by the method;

FIG. 9 shows an exemplary embodiment of a driver information displaygenerated by using the method with a trailer object;

FIG. 10A and 10B show exemplary embodiments of driver informationdisplays for various automation levels;

FIG. 11A to 11D show exemplary embodiments of driver informationdisplays with unclassified and classified further road users;

FIG. 12A and 12B show exemplary embodiments of driver informationdisplays while the ego-vehicle is following; and

FIG. 13A to 13D show exemplary embodiments of driver informationdisplays when setting a control distance.

DESCRIPTION

The details of one or more embodiments are set forth in the accompanyingdrawings and the description below. Other features will be apparent fromthe description, drawings, and from the claims.

In the following description of embodiments of the invention, specificdetails are described in order to provide a thorough understanding ofthe invention. However, it will be apparent to one of ordinary skill inthe art that the invention may be practiced without these specificdetails. In other instances, well-known features have not been describedin detail to avoid unnecessarily complicating the instant description.

In a method of a first exemplary aspect, first environment data in anenvironment of the ego-vehicle are recorded at a first point in time. Atleast one further road user is identified based on the recorded firstenvironment data. A driver information display is generated and outputthat includes first graphic road user object that is assigned to thefurther road user. At a second, later point in time, second environmentdata in the environment of the ego-vehicle are recorded, and the furtherroad user is identified again using the recorded second environmentdata. A second graphic road user object is formed that replaces thefirst graphic road user object in the driver information display,wherein the second graphic road user object has a higher specificitythan the first graphic road user object.

According to the method of the first exemplary aspect, the display isgenerated so that the driver may always understand the details withwhich the further road user could be discerned.

When the further road user is being identified, it is detected as anobject in the environment of ego-vehicle, and it is assigned an ID. Thismay for example be an ID number or an ID code. The further road user maytherefore be recognized for example when it is discerned at variouspoints in time and/or using various data sets recorded in theenvironment.

According to the teachings herein, “specificity” is understood forexample to be a level for the depiction of characteristic features bythe road user object. A road user object with a low specificity isdepicted with fewer details, whereas with a higher specificity, it has ahigher level of detail that permit an identification of a particularfurther road user. For example, the first road user object may begenerated so that it depicts an object generally discernible as avehicle, whereas the second road user object may be generated so that itdepicts for example a particular vehicle type.

In some embodiments, the first environment data are recorded in a firstspatial area relative to the ego-vehicle, and the second environmentdata are recorded in a second spatial area relative to the ego-vehicle.This allows data recorded in various areas to be combined and optimallyused.

The spatial areas are different from each other; however, they may havean overlap. For example, the first spatial area is arranged behind theego-vehicle, and the second spatial area is arranged in front of theego-vehicle. The further road user is at least partially located in thesecond area during the recording of the second environment data, whereasit is located in the first area during the recording of the firstenvironment data. For example, the further road user passes into thesecond area only between the recording of the first and secondenvironment data, that is, it is not within the first area beforehand,or respectively it was not recorded there before the recording of thesecond environment data. For example, the further road user movesrelative to the ego-vehicle.

In some embodiments, the first spatial area is a detection area for afirst sensor of the ego-vehicle, and the second spatial area is adetection area for a second sensor of the ego-vehicle.

In the method of the first exemplary aspect, data from different sensorsare thereby beneficially used.

For example, the first and second sensor are based on differentdetection principles. For example, the first sensor is a radar sensor,and the second sensor is a camera. Alternatively or in addition, thesensors may be designed differently, for example as lidar sensors,ultrasonic sensors or infrared sensors. The detection areas for thesensors depend on various factors, for example on the arrangement of theparticular sensor on the ego-vehicle. For example, a camera in modernvehicles is typically arranged so that it records an area lying in frontof the vehicle in the driving direction, wherein the opening angle ofthe detection area may be generated differently. Furthermore, frequentlyradar sensors are located on the rear and on the front of a vehicle sothat other vehicles may be recorded in front of and behind the vehicle.

According to the method of the first exemplary aspect, a driverinformation display is generated and output. Such a display may bedesigned in different ways and may include elements that are known perse. The display is generated and output for example in a way known perse by means of computing devices and display devices configuredtherefor. The display output by the driver information display includesoutput that is of relevance for controlling the vehicle and its driving.These are for example movement data or states of vehicle systems, aswell as if applicable informational and warning output from driverinformation systems.

The display may be output by means of known display units such as bymeans of a display, for example on a center console of the ego-vehicle,or in an instrument cluster. Furthermore, output may be by means of afield of vision display so that at least part of the driver informationdisplay is projected into a user's eye so that the display appearssuperimposed over the visual perception of the physical environment. Forexample, methods and devices from the field of augmented reality may beused. Known field-of-vision displays such as head-up displays use forexample the windshield of a vehicle or glasses for projecting.

The output display does not include for example an output of a videoimage that is recorded by a camera of the ego-vehicle. Instead, theoutput display data are generated by a computing unit, if applicableusing video data from a camera, and the output graphic objects are shownschematically or simplified in comparison to real objects, even if theyhave a high specificity.

The driver information display may furthermore include control objectsor control elements, for example like a graphic user interface. Suchobjects may for example represent adjustable parameters or activatableand deactivatable functions. They are for example generated to beselectable and/or actuatable, wherein user input is recorded in a mannerknown per se and evaluated with reference to the particular object.

The driver information display includes for example a graphic laneobject that represents a course of a lane lying in front of theego-vehicle. The lane object is for example generated so that itcorresponds to a perspective depiction of the course of a lane andincludes a radius of curvature so that the actual radius of curvature ofa curve of the course of a lane is output. The driver informationdisplay therefore permits a particularly realistic estimation of thedriving situation.

The course of the road and for example the actual radius of curvature ofthe curve is recorded for example using the environment data. Forexample, map data may include information on the course of the road;furthermore, environment data recorded by sensors of the ego-vehicle maybe used.

The recorded course of the road includes for example information onwhether, and to what extent, a route traveled by the ego-vehicle has alateral curvature. The recorded data may also relate to other propertiesof the lane, such as an angle of the lane in a direction longitudinal ortransverse to the driving direction of the ego-vehicle. For example, thedata recorded on the course of the road include information on thegeometric nature of the lane. The ego-vehicle travels for example on aroad that may have several lanes. Typically, the ego-vehicle follows thecourse of one of the lanes as it is driving, wherein a lane change toanother lane may be made if desired. The recording of the course of theroad may include the course of the currently used lane, or severallanes.

The graphic lane object is for example generated so that it permits theuser, or respectively the driver of the ego-vehicle, to bring graphicelements from the driver information display into a spatial relationshipwith the lane that actually lies in front of the ego-vehicle. The laneobject may relate to the lane currently being used by the ego-vehicle.It may furthermore relate to a lane on which the ego-vehicle willforeseeably travel through a curve, for example if, before entering thecurve, a lane change is to be carried out. The lane object mayfurthermore include a plurality of lanes, for example the lane currentlybeing driven on by the ego-vehicle, and at least one spatially adjacentlane, for example an adjacent lane for the same driving direction.However, the depiction may also include a personal lane object and atleast one adjacent lane object.

The graphic lane object represents the actual course of the road, forexample such that the user may assign a virtual position within thedriver information display to a physical location on the road located infront of the ego-vehicle. The depiction of an ego object that representsthe ego-vehicle may be such that an improved orientation of the driverwithin the driver information display, and relative to the depicted laneobject, is achieved. In terms of its detail content, the depiction ofthe lane object is reduced or schematic in comparison to reality. Forexample, the view of the physical lane from the perspective of thedriver of the ego-vehicle may be represented mathematically on thegraphic lane object by a transformation.

The driver information display may for example not include any depictionof image data that are recorded by a camera. Instead, the instantiationsof the depicted objects may be generated by a computing unit.

The graphic lane object includes for example a perspective view of acurved lane, wherein the curvature of the graphic lane objectcorresponds substantially to the radius of curvature recorded for thephysical course of the road. The actual course of the road is thereforerepresented very realistically by the graphic lane object. The laneobject is for example generated from a perspective that corresponds to aview from a virtual position just above the ego-vehicle.

In some embodiments, the graphic lane object is generated so that itcorresponds to a perspective depiction of a course of a lane andincludes a radius of curvature such that an actual radius of curvatureis output. The driver may thereby understand the driving situation veryeasily. For example, the graphic lane object is thereby depicted veryrealistically, or respectively with very relevant features of the actuallane.

The environment data are for example recorded by means of sensors of theego-vehicle, for example by means of a camera, a lidar sensor, or aradar sensor. Information on the actual environmental conditions in aspecific driving situation are therefore available. For example, datamay be used that are provided by driver assistance systems which areknown per se, for example by a lane change or overtaking assist. Thedriver information display permits a particularly realistic estimationof the driving situation.

The sensors of the ego-vehicle each have a detection area. For example,a radar sensor may record data at a specific spatial angle and up to aspecific distance from the ego-vehicle. The sensors may be directed inthe driving direction, against the driving direction or to the side, andmay record data in correspondingly arranged detection areas.

In some embodiments, a position of the ego-vehicle is determined, andthe environment data are recorded by means of map data and by using thedetermined position. This makes it possible to use environment dataincluded in the map data and other information for the driverinformation display.

For example, the map data may include information on a radius ofcurvature of the curve of the course of the road. For example, it mayfurthermore be discerned whether a certain lane is authorized foroncoming traffic, for example on a one lane road or on a highway.

The position of the ego-vehicle is recorded in a manner known per se,for example by means of a navigation satellite system such as GPS. Themap data are also provided in a manner known per se, for example from amemory unit of a navigation system of the ego-vehicle, or from anexternal unit with which at least a temporary datalink exists.

The data link between the ego-vehicle and an external unit, for examplean external server may for example be wireless, for example through alocal network or a larger network, such as the Internet. Furthermore,the link may be established by a telecommunications network such as atelephone network, or a wireless local area network (WLAN). Furthermore,the data link may occur by connecting a data cable. The link may also beestablished by another unit that itself may establish a link to theexternal server. For example, a data link may exist between theego-vehicle and a cell phone connected to the Internet, for example by adata cable or a radio connection such as by Bluetooth. For example, thelink with the external server may be established over the Internet.

Methods from the field of communication between vehicles and otherapparatuses (Car2X) may be used. For example, communication with aninfrastructure apparatus (Car2Infrastructure) or another vehicle(Car2Car) may occur.

For example, environment data that are detected by means of a sensor maybe fused with map data in order to add information or check itsplausibility. For example, a very comprehensive database may be obtainedin this matter, and the recorded data may be very easily supplementedthereby. Accordingly for example, it may be determined by using the mapdata whether oncoming traffic is to be expected on a lane, and inanother step, it may be determined by means of sensor data whether infact oncoming traffic is being detected on the lane.

In some embodiments, the first graphic road user object is configured asa generic road user object, and the second graphic road user object isconfigured as a specific road user object. It is thereby very clearlydiscernible to the driver how detailed the further road user wasrecorded.

For example, a generic road user class is assigned to the further roaduser by using the first environment data, and a specific road user classis assigned by using the second environment data. For example, the roaduser class with a greater specificity as a subset is included by thegeneric road user class that for its part has less specificity. Such aclassification makes it possible to control the depth of detail invarious levels when depicting the further road user.

In this case, a road user class identifies a category that includes aquantity of road users or vehicles. Road user classes may have a greateror lesser specificity, wherein a road user class of a greaterspecificity is included by at least one further road user class of alesser specificity. Road user classes of a lower specificity may also betermed “generic” road user classes. For example, a road user class of“vehicle” may include the road user class of “motor vehicle”, which inturn includes the road user classes of “trucks” “buses”, and “passengercars”. Road user classes with an even greater specificity may forexample be “trucks without trailers” and “trucks with trailers” that areincluded in the road user class of “trucks”. Furthermore, for example,the road user class of “passenger cars” may include the vehicle classesof “station wagons”, “sedans”, and “coupes”. Also, certain vehiclemodels may form road user classes. Alternatively or in addition, furtherroad user classes are of course conceivable that may be included byfurther road users classes.

In some embodiments, the specific road user object has morecharacteristics of the appearance of the further road user than thegeneric road user object. This makes the transition between differentlevels of detail very clear.

For example, a road user object in a rather generic instantiation may bedepicted as a block, cube or another geometric object. It mayfurthermore be depicted as a marked area, for example an area on avirtual surface of the lane object. With a specific instantiation, avehicle is depicted that is configured corresponding to the datarecorded for the further road user. For example, a passenger car of aspecific shape and color may be output as a specific road user object.

Among the characteristics of the appearance, for example those featuresof the further road user are relevant that characterize the visualperception from the outside. The characteristics of the appearancerelate to features such as color, size and/or shape of the further roaduser. These characteristics are for example generated depending on aroad user class assigned to the road user, for example when this relatesfor example to a vehicle model or a type. Furthermore, characteristicsmay be determined by using the environment data, for example when acolor is recorded by a camera using image data.

The second road user object is for example generated by using featuresand/or characteristics of the further road users that are recorded bymeans of the camera of the ego-vehicle. This allows a sensor that istypically already available in modern vehicles to be used in order torecord particularly important features relating to the externalperception of the further road user. It may for example be very easilyrecorded by means of a camera which color the further road user has.

Alternatively or in addition, a datalink between the ego-vehicle and thefurther road user may be established, wherein environment data arerecorded by means of the datalink. Such a datalink may for example beestablished by means of a Car2Car link that is known per se. The methodsor protocols that are used for this may be configured differently;likewise, various frequency ranges may be used for data transmission.

For example, information on a model name of the further road user may betransmitted via such a data link. The road user object may for examplebe generated in this manner in that suitable depictions are searched ina database of various models, and a specific depiction is assigned tothe recorded model.

The driver information display may furthermore include a graphic drivingmaneuver object that is assigned to the road user object. The driver maythereby very easily discern the driving maneuvers of the further roaduser that may be expected. The planned driving maneuver relates forexample to a change in direction and/or speed of the further road user.

A planned driving maneuver of the further road user may for example beperceived by using a light signal, for example when it is perceived thata turn signal of the further road user is activated. In such a case, itmay be determined that the further road user is planning a lane changeor a turning procedure.

Furthermore, a planned driving maneuver may be perceived by means of adatalink, for example when the further road user thereby communicatesthat a certain driving maneuver is planned.

The driving maneuver object may be configured in different ways. It mayfor example include a graphic object so that it indicates a specificdirection that represents a planned change in direction by the furtherroad user. This may for example be an arrow that indicates a directionof the current position of the road user object relative to an adjacentlane. The driving maneuver object may furthermore be configured so thata planned trajectory of the further road user is output, for examplefrom a current to a target position, for example relative to theego-vehicle. Furthermore, a planned change in the speed of the furtherroad user may be indicated, for example by using an arrow opposite thedriving direction, or by a warning object.

In some embodiments, an animated transition from the first to the secondgraphic road user object is output. The driver may thereby very easilydiscern when other data on the further road user were recorded, and thedisplay is correspondingly adapted.

To accomplish this, methods that are known per se for transitioningbetween different depictions may be used, such as a cross-fading effector morphing between the first and second graphic road user object.Furthermore, the second graphic road user object may “grow out of” thefirst road user object, for example if it was first displayed as amarked area.

Furthermore, the depiction of the road user object may change when newenvironment data are detected, wherein a stepwise updating and, ifapplicable, an increase in the specific characteristics of the road userobject are output. For example, with respect to a passing vehicle, itmay first just be recorded that the vehicle is located at a specificposition relative to the ego-vehicle. Furthermore, the relative speedmay be determined by using the changing position. To accomplish this,typically radar sensors are used that substantially may only record areflective surface of the passing vehicle and therefore only provideminimal information on the longitudinal extent of the other vehicle.However, this may be recorded while the other vehicle is passing theego-vehicle. As long as the sensors of the ego-vehicle discern that anend of the passing vehicle has not yet been reached, the generic roaduser object is therefore depicted with a “growing” length until its endis detected, and the road user object then has the longitudinal extentas a characteristic of the real further road user.

In some embodiments, an operating state of a driver assistance system ofthe ego-vehicle is recorded, and an automation level is determined withreference to the recorded operating state of the driver assistancesystem. The driver information display includes a depiction of theenvironment of the ego-vehicle that is generated depending on thedetermined automation level. The driver information display may therebybe adapted very effectively to the current driving situations.

On a higher automation level, the driving of the ego-vehicle is assistedto a greater extent by at least partially automated functions of adriver assistance system than is the case with a lower automation level.For example, it may be provided on a first automation level that onlyeither the longitudinal or transverse control of the ego-vehicle issupported, whereas support may be offered in both directions on asecond, higher automation level.

For example a lane object is generated differently depending on theautomation level on which the environment is depicted. The actual radiusof curvature of a curve may be output for example in an expandeddepiction, i.e., on a higher automation level. Contrastingly with areduced depiction, it may be provided that the lane object is onlydepicted as a straight section, wherein for example positions of otherobjects relative to the ego-vehicle are transformed into the lane objectin the reduced depiction.

For example, the driver information display is generated with an egoobject such that it is depicted from the rear in a perspective view. Indoing so, a lane section lying in front of the ego-vehicle in thedirection of driving may moreover be depicted by means of the roadobject. The virtual line of vision of the driver information display istherefore oriented so that a lane section is visible on which theego-vehicle is driving. The lane object may for example refer to thelane currently being used by the ego-vehicle, and alternatively or inaddition represent a course of other lanes. The lane object may forexample be configured as a depiction of a straight lane section in frontof the ego-vehicle.

For example depending on the automation level, the lane is depicted withmore or less detail. For example in a first depiction of the environmentthat is assigned to a lower automation level, the lane object isdepicted shorter than on a higher automation level. In contrast, agreater portion of the course of the road is depicted when a higherautomation level was determined.

Furthermore, the depiction of the environment may be dynamicallyconfigured on a higher automation level so that more characteristics ofthe course of the road currently lying in front of the ego-vehicle aredepicted than is the case with a lower automation level. The depictionis for example dynamic so that it is always adapted to the currenttraffic situation in the environment of the ego-vehicle. The depictedcharacteristics of the course of the road may for example include acurve, the arrangement of adjacent lanes, or markers. Thesecharacteristics may be included by the lane object depending on whichautomation level was determined. For example, a lane object of a reduceddepiction may only include a lane that is depicted running straight,whereas the curve and if applicable a curve progression are included inan expanded depiction.

For example on a higher automation level, a road object may be depictedfor a longer lane section. Furthermore, adjacent lanes may be depicted,wherein the extent of depiction depends on the automation level. Forexample, adjacent lanes are displayed not at all or only partially whena lower automation level is determined, whereas with greater automation,adjacent lanes are depicted over their entire width.

For example, the road user object is only depicted when an automationlevel for an expanded depiction was determined. That is, with a lowerautomation level, the further road user is only depicted when it servesas a control object for a driver assistance system. On higher automationlevels, the road user object is contrastingly depicted continuously, forexample to indicate that the vehicle possesses a complete environmentalmodel that includes the objects in the environment of the ego-vehicle.

In some embodiments, a demarcation marker is determined on a lanesection lying in front of the ego-vehicle in the driving direction byusing the recorded first and/or second environment data. A demarcationmarker class is determined for the determined demarcation marker,wherein the driver information display includes a graphic demarcationobject that is generated depending on the determined demarcation markerclass. The driver information display therefore allows the driver to bevery easily oriented so that he may assign display elements to directlyperceived elements of the traffic situation.

For example, lane markers are recorded, assigned to a demarcation markerclass, and correspondingly output in the driver information display as ademarcation object. The demarcation object is for example arranged onthe road object and represents essential characteristics of the recordedlane markers. Accordingly for example continuous and broken lines,double lines and other lane markers may be depicted. The depicteddemarcation object also follows for example the actual course of theroad, for example in the area of a curve.

In some embodiments, a radius of curvature of a curve lying in front ofthe ego-vehicle is determined, and movement data of the ego-vehicle arerecorded. By using the recorded movement data and the detected radius ofcurvature, a criticality is determined, and a graphic lane object isgenerated with a highlight feature that is generated depending on thedetermined criticality. The driver may therefore perceive quickly andeasily whether and how he must intervene in the controlling of theego-vehicle in order to ensure safe driving.

In some embodiments, the movement data of the ego-vehicle include itscurrent speed or a forecast speed upon entering the curve. The outputmay therefore be adapted very precisely to the actual requirement.

The current speed of the ego-vehicle may be recorded in a manner knownper se by sensors of the ego-vehicle. Furthermore, it may be determined,for example by means of a driver assistance system, which speed theego-vehicle will have upon reaching a certain position, for example whenentering the curve. If for example the ego-vehicle is already beingbraked at the current point in time, the speed at which the ego-vehiclewill foreseeably reach the beginning of the curve is accordinglydetermined. Braking may be accomplished for example by actively using abrake device, or the ego-vehicle may already be decelerated by thedriver releasing the gas pedal or letting the ego-vehicle coast.

Furthermore, other movement data may be recorded such as an accelerationin a direction along and/or transverse to the driving direction.

In some embodiments, other vehicle parameters are recorded, and thecriticality is furthermore determined by using the other vehicleparameters. Since data may also be taken into account beyond themovement data of the ego-vehicle, the criticality may be assessed veryprecisely.

In addition to the movement data of the ego-vehicle, i.e., for examplethe speed, other data may also be recorded that influence the safenegotiation of the curve and for example the adhesion between the tiresof the ego-vehicle and the lane surface. This includes for example dataon the type, the composition, the state and the age of the tires of thevehicle or chassis adjustments.

The criticality determined in the embodiments of the methodquantitatively indicates for example the necessity with which a manualintervention by the driver is needed in order to ensure safe driving.For example, it may be necessary to manually adapt the speed of theego-vehicle, and/or manually apply a certain steering torque. In doingso, a physical model is used for example in order to determine whethercentrifugal forces arise at a speed and the determined radius ofcurvature of the curve that would lead to a departure from the lane, orrespectively the planned trajectory. In doing so, for example additionalparameters are taken into account that for example affect thetransmission of force between the road and the vehicle.

Moreover, it may be taken into account that standards and regulationsfor driver assistance systems in the area of transverse control providelimit values for the maximum steering torque to be automaticallyapplied. That is, if required by the radius of a curve and the speed ofthe ego-vehicle, the driver must then manually apply additional steeringtorque in order to achieve an overall steering torque above thethreshold value. The criticality therefore depends for example on thesteering torque that must be applied in order to safely negotiate thecurve at the current speed of the ego-vehicle. This may be calculated byusing a physical model depending on the radius of curvature of the curveand the speed, as well as if applicable other parameters.

The criticality may furthermore depend on the type of measures to beintroduced. For example, a first value of the criticality may bedetermined if a deceleration of the vehicle must be initiated in orderto drive on the curve with an unchanged level of support from a driverassistance system. A second value of the criticality may be determinedif a steering intervention is needed. Furthermore, a third value of thecriticality may be determined if both a deceleration as well as asteering intervention must be done manually in order to safely negotiatethe curve.

The highlight feature of the graphic lane object is configured in amanner known per se and may comprise a highlighted depiction for exampleby means of color, brightness, contrast, transparency, saturation orshape which directs the attention of a user to a certain object. Colorsfor highlighting that are typically also used for outputting warningsmay for example be red, yellow and green. In contrast, certain colordepictions may evoke a deemphasized highlight, for example with gray,dark or less strongly saturated coloration. Furthermore, a highlight maybe achieved by means of a depiction of the lane object that changes overtime, for example by a periodic change of the depiction, for example byflashing or pulsing, or by the sudden appearance or disappearance. Achange in the depiction over time may refer to a shape or a one-time orperiodically depicted change in size of the depicted graphic object. Thehighlight feature may also be configured as another graphic object suchas a frame or a border of the lane object.

The form of the highlight feature depends on the determined criticality.For example with a low criticality, the highlight feature may beconfigured so that it evokes a weak emphasis, for example a depiction ofthe lane object without a border, or a colored design that is configuredto make surrounding graphic objects similar for example in terms ofbrightness, color and contrast. With a higher criticality, a border or afurther highlighted object may be displayed, or the depiction of thelane object may be different from the surrounding graphic objects forhighlighting, for example by a contrast-rich depiction in terms ofbrightness and/or color, or by using a signal color such as yellow orred.

In some embodiments, road surface features are furthermore recorded, andthe criticality is furthermore determined by using the recorded roadsurface features. The criticality may therefore be determined morereliably not just by using geometric features of the road, but also byusing other relevant features of the road surface.

The road surface features relate for example to parameters that arerelevant to the transmission of force between the vehicle and the roadsurface. For example, wetness, snow, ice, oil or other contaminants onthe road may cause the adhesion between the tires and the road surfaceto worsen, and a curve must be negotiated at a slower speed.Furthermore, the type of road surface may represent relevant informationin this context.

The road surface features are recorded in a manner known per se. Forexample, sensors of the ego-vehicle may be used such as a camera, a rainsensor, or a sensor system for measuring the adhesion between the tiresand road surface, or the wheel slip arising on the surface.Alternatively or in addition, user input or data from an externalapparatus may be recorded such as weather data for the position ofego-vehicle, or respectively the position of the curve. To accomplishthis, for example data on Car2Infrastructure, Car2X or Car2Carcommunication may for example be received, wherein a trafficinfrastructure, an external unit and/or another vehicle record data onthe road surface features and provide said data to the ego-vehicle.

In some embodiments of the method, the graphic lane object furthermorehas a depiction parameter that is generated depending on the roadsurface features or weather data. Consequently, the driver may be easilynotified of circumstances in any easily perceptible manner that mayimpair driving through the curve and make it necessary to undertakecertain measures.

The weather data may be recorded in various ways, for example by meansof sensors of the ego-vehicle such as a rain sensor or a camera, or byreceiving data from an external unit such as an external server. Forexample, the current position of the ego-vehicle or the position of thecurve may be recorded and used for providing the weather data.

The depiction parameter may relate to a texture or a background image inthe area of the lane object. Alternatively or in addition, an edge areaof the lane object such as a depicted lane marker may be depicted invarious ways, for example in a certain color. For example, it may bedetected that the lane is wet, or that rain is currently falling or hasfallen in the recent past. A form of depicting the graphic lane objectmay then be generated that depicts a wet lane. Analogously, a graphicdepiction of a snow or ice-covered lane may be generated. The depictionmay also have a certain color or pattern, such as a hatching. Moreover,certain visual features may be depicted by using virtual objects in thedisplay, such as a reflection of an object on the surface of thedisplayed lane object.

According to a second aspect, a driver information system in anego-vehicle comprises a detection unit that is configured to recordfirst environment data at a first point in time, and second environmentdata at a second point in time in an environment of the ego-vehicle. Itfurthermore comprises an evaluation unit that is configured to identifyat least one additional road user by using the recorded firstenvironment data, and a control unit that is configured to generate andoutput a driver information display. The driver information displayincludes a first graphic road user object that is assigned to thefurther road user. The evaluation unit is furthermore configured toidentify again the further road user by using the recorded secondenvironment data, and by using the second environment data afteridentifying again the further road user, the control unit is configuredto form a second graphic road user object that replaces the firstgraphic road user object in the driver information display. In addition,the second graphic road user object has a higher specificity than thefirst graphic road user object.

The driver information system is for example designed to implement theabove-described method according to the first aspect. The driverinformation system therefore has the same benefits as the method.

In some embodiments of the driver information system, the display unitcomprises a field of vision display for outputting the driverinformation display. The display may therefore be very easily perceivedby the driver. It may furthermore be very easily set in relation to thephysical environment of the ego-vehicle.

For example, a head-up display, or a display apparatus that is known perse in the field of so-called augmented reality may be used. For example,glasses are known that project a graphic depiction into the eye of auser so that the graphic depiction appears superimposed on the naturalperception of the eye. In this manner, additional information may beoutput in a particularly perceptible manner.

The invention will now be explained based on further exemplaryembodiments with reference to the drawings.

Specific references to components, process steps, and other elements arenot intended to be limiting. Further, it is understood that like partsbear the same or similar reference numerals when referring to alternateFIGS. It is further noted that the FIGS. are schematic and provided forguidance to the skilled reader and are not necessarily drawn to scale.Rather, the various drawing scales, aspect ratios, and numbers ofcomponents shown in the FIGS. may be purposely distorted to make certainfeatures or relationships easier to understand.

With respect to FIG. 1, a vehicle will be discussed with an exemplaryembodiment of a driver information system.

An ego-vehicle 1 includes a detection unit 2 that is linked to a controlunit 3. It furthermore includes a display unit 4 and a driver assistancesystem 6 that are also coupled to the control unit 3. The control unit 3in the exemplary embodiment includes an evaluation unit 5 and has awireless datalink to an external unit 10, an external server 10 in theexemplary embodiment. The ego-vehicle 1 furthermore comprises a lightingapparatus 7 as well as a trailer hitch 8 that is also coupled to thecontrol unit 3.

The detection unit 2 in the exemplary embodiment is designed in a mannerknown per se and comprises a camera that records image data in adetection area that extends from the ego-vehicle 1 at a certain angle inthe driving direction. It furthermore comprises front, lateral and rearradar sensors that record data in other detection areas around theego-vehicle 1.

The display unit 4 is also designed in a manner known per se and isintegrated in the exemplary embodiment as a display in an instrumentcluster of the ego-vehicle 1. In other exemplary embodiments, thedisplay unit 4 comprises a head-up display that is configured so that adisplay is projected into the field of vision of a driver of theego-vehicle 1 so that the display is superimposed on the naturalperception of the driver. In other exemplary embodiments, moreadditional apparatuses are provided for outputting displays as are forexample known from the field of augmented reality. Alternatively or inaddition, the display unit 4 may comprise a central display in the areaof a center console of the ego-vehicle 1, or another display inego-vehicle 1. Moreover, the display unit 4 may comprise severaldisplays.

The driver assistance system 6 comprises several driver assistancemodules by means of which the driver of the ego-vehicle 1 is supportedin various ways in the controlling of the ego-vehicle 1. These are notspecified further in the exemplary embodiment. Systems are provided forexample for supporting longitudinal control, for example an assistantfor maintaining a given distance from a preceding vehicle, as well asfor maintaining a given speed, as well as for supporting transversecontrol, for example an assistant for maintaining a travel lane, forexample by using lane markers, or by following behind a precedingvehicle. Output may be generated by the driver assistance system 6 andfor example output by means of the display unit 4, for example in orderto display warnings or recommended driving maneuvers to the driver.Furthermore, various driver assistance modules may actively intervene incontrol devices of the ego-vehicle 1.

The lighting apparatus 7 comprises various apparatuses that serve aslighting that is capturable outside of the ego-vehicle 1. In theexemplary embodiments, headlamps are included for generating daytimedriving light, low beams, high beams and a parking light. Furthermore,turn signals as well as side marker lights and other signal lights areincluded. Furthermore, taillights, brake lights, retro-reflectors, rearfog lights and backup lights are included that for example are arrangedon the rear of the ego-vehicle 1 so that they are visible for trafficapproaching from the rear.

The trailer hitch 8 is designed in a manner known per se and includeselements that are suitable for coupling to the attached device. This mayfor example be a trailer. Electrical connections are also provided forthis by means of which for example a lighting system of a trailer may becontrolled. The trailer hitch in the exemplary embodiment furthermoreinclude sensors that detect a mounted mass as well as if applicabletraction of a trailer, for example in order to determine the presence ofthe trailer as well as if applicable its type.

An exemplary embodiment of the method will be explained with referenceto FIG. 2. In doing so, the aforementioned ego-vehicle explained withreference to the FIG. 1 with an exemplary embodiment of the driverinformation system will be referenced and further specified by thedescription of the method.

An ego-vehicle 21 that corresponds in the exemplary embodiment to theego-vehicle 1 shown in FIG. 1 drives in a driving direction indicated byan arrow 22 on a road 20 that has two lanes 20 a, 20 b. A traffic sign25 is arranged in the area of the road 20. A preceding vehicle 23 islocated on the same lane 20 b as the ego-vehicle 21, whereas an oncomingvehicle 24 is located on the adjacent lane 20 a. The lane 20 has acourse with curves, wherein in the exemplary embodiment shown in FIG. 2,the ego-vehicle 1 is approaching a right-hand curve followed by aleft-hand curve.

By means of the detection unit 2, the ego-vehicle 21 records the courseof the road lying in front of it in the driving direction. To do this,image data are recorded in the exemplary embodiment, by means of thecamera included in the detection unit 2 and evaluated in another step inorder to determine the course of the road. To do this, for example thegeometric configuration of the road 20, or respectively the lane 20 bcurrently being driven on by the ego-vehicle 1 is determined.Alternatively or in addition, other sensors of the ego-vehicle 1 areprovided for recording in other exemplary embodiments.

By using the data recorded by the detection unit 2, the lane markersthat divide the two lanes 20 a, 20 b from each other are also recorded.Moreover, additional road markers (not shown in FIG. 2) at the edges ofthe road 20 are recorded. Demarcation marker classes are determined forthe road markers, in the present case a “dashed line” and “solid line”,for different areas of the middle line between the lanes 20 a, 20 b, anda “solid line” for the edge markers of the lane 20. In other exemplaryembodiments, a road marker of the demarcation marker class “double solidline”, “parallel broken and solid line” or a similar configuration mayalso be determined. In addition, a curb or a transition from the road 20to an adjacent shoulder may be recorded as a demarcation marker andcorrespondingly classified.

In addition in the exemplary embodiment, the current position of theego-vehicle 1 is recorded and, by using this position, map data areprovided that include information on the course of the road. A fusion ofthe map data as well as the recorded sensor data is performed, and theactual course of the road in the driving direction lying in front of theego-vehicle 1 is determined.

By means of the detection unit 2, the ego-vehicle 21 also recordsweather data. In the exemplary embodiment, a rain sensor as well as thecamera are used for this. Alternatively or in addition in otherexemplary embodiments, relevant weather data are retrieved from anexternal unit 10 by using the determined position of the ego-vehicle 21.Furthermore, data on the weather at the position of the ego-vehicle 21provided from an infrastructure or for example by radio stations may becaptured.

The recorded weather data include information on rain and snow, both atthe current point in time as well as in the recent past. From this it isinferred whether the road section lying in front of the ego-vehicle 21is wet, or has slippery snow. Furthermore, the weather data relate tothe danger of slippery ice. For example, the current temperature of theair or the road surface is taken into account for this; if thetemperature lies below the freezing point or another threshold value, anicy road is assumed. Other types of precipitation such as hail or sleetare also taken into account.

Furthermore, the detection unit records movement data from theego-vehicle 21, for example its current speed and acceleration. In otherexemplary embodiments, a speed and acceleration of the ego-vehicle at alater point in time is forecast, for example for a forecast point intime of the entry of the ego-vehicle 21 into a curve. In other exemplaryembodiments, furthermore other data on the ego-vehicle 21 are recorded,for example on the nature of its tires and adjustments of its chassisthat affect the behavior of the ego-vehicle while cornering.

The evaluation unit 5 determines the radius of curvature of the curvelying in front of the ego-vehicle 21 based on the recorded course of theroad. In other exemplary embodiments, the radii of curvature of othercurves may also be determined, for example to enable more foresighteddriving. Then the information on the speed of the ego-vehicle 21 and theradius of curvature of the curve lying in front of the ego-vehicle 21are used to determine a value of criticality.

To determine the criticality, the steering torque for the ego-vehicle 21needed to negotiate the curve at the current or forecast speed isdetermined, for example by the driver assistance system 6. Thedetermined steering torque is compared with a threshold value that isdefined in the driver assistance system 6 for a maximum steering torquefor automatic support in holding the lane 20 b. If this threshold valueis exceeded, the driver assistance system 6 cannot automaticallyintervene in a supportive manner with sufficiently large steering torqueto enable the ego-vehicle 21 to safely negotiate the curve. That is, thedriver of the ego-vehicle 21 must intervene in the controlling of theego-vehicle 21 by applying additional steering torque and/or reducingthe speed by decelerating the ego-vehicle 21.

In other exemplary embodiments, it is determined alternatively or inaddition whether the ego-vehicle 1 may physically negotiate the curvesafely at the recorded or forecast speed. If it is determined that thisis impossible or is associated with risks, it is defined as a highercriticality. In doing so, for example the physically possibletransmission of force between the tires of the ego-vehicle 1 and theroad surface is taken into account. With a higher criticality, forexample braking the ego-vehicle 1 or selecting a greater curve radius isnecessary.

In the exemplary embodiment, different driver assistance modules of thedriver assistance system 6 may be activated, wherein different levels ofautomation may also be achieved. The driver may for example select a lowlevel of automation in which the longitudinal and transverse control ofthe ego-vehicle 1 are substantially manual. The driver may add modulesthat output warnings or recommendations with respect to controlling;this corresponds to a low automation level. Moreover, the driver mayenable modules that take over individual tasks of longitudinal andtransverse control; this corresponds to a higher automation level.Furthermore, the driver may enable driver assistance modules thatautomatically support both longitudinal control as well as transversecontrol; this corresponds to an even higher automation level. Thethreshold value for the steering torque that a driver assistance modulefor transverse control may apply may depend on the specific module orthe driver assistance system 6.

While driving, the control unit 3 generates a driver information displaythat is output by the display unit 4. An exemplary embodiment of such adisplay is shown as an example in FIG. 3.

The driver information display includes an ego object 31 that isconfigured as a perspective view of the ego-vehicle 21 from the rearfrom a slightly elevated virtual position so that an area lying in frontof the ego-vehicle 21 may also be depicted. The display furthermorecomprises a lane object 30 that is arranged so that the ego object 31 isdisplayed thereupon. The lane object 30 represents the current lane 20 bon the road 20 actually being driven by the ego-vehicle 21.

In other exemplary embodiments, other graphic objects are displayed forother and for example adjacent lanes that for example are configuredanalogous to the shown lane object 30.

In the exemplary embodiment, the lane object 30 is bordered by a dashedleft 30 a and a broken right lane marker 30 b. The depicted marker typescorrespond to the actual markers on the lane 20 a according to thepreviously determined demarcation marker classes. In other exemplaryembodiments, the lane markers may be generated by using other criteria,for example in order to symbolize whether a lane change is permissibleand possible in the direction of a lane marker.

The lane object 30 represents the recorded course of the physical lane20 b on which the ego-vehicle 21 is currently located. A curve locatedin front of the ego-vehicle 21 is represented by a curve area 32 of thelane object 30. Its geometric shape is generated so that it reproducesthe actual radius of curvature of the curve in the perspectivedepiction.

The lane object 30 is generated with the curve area 32 depending on thecriticality determined for the curve. In the exemplary embodiment, thelane markers 32 a, 32 b that border the side of the depicted lane in thecurve area 32 are configured so that the driver is notified of anecessary manual intervention. This is done by depicting in a certaincolor, such as red when the value of the determined criticality exceedsa threshold value. In the exemplary embodiment, the lane markers 32 a,32 b in the curve area 32 are then no longer generated so that theyreproduce the actual markers on the lane 20 b; instead, they aredepicted solid in order to notify the driver of their importance in thecurve.

In other exemplary embodiments, the lane object 30 has other highlightfeatures than the color of the lane markers 32 a, 32 b in the curve area32 such as a color of the surface of the depicted lane 32 so that thehighlighting is over a large area. In other exemplary embodiments, otherdepictions may be generated depending on the value of the criticality,for example with other colors that are determined by using thecriticality value and a scale. Furthermore, dynamic depictions may begenerated for example with flashing objects.

In the exemplary embodiment, the driver information display furthermoreincludes depictions of traffic signs 33 a, 33 b that signal a speedlimit and a prohibition on passing in the area of the curve. Thesetraffic signs 33 a, 33 b may also be displayed in the area of the laneobject 30 so that they appear on its surface, or they may be displayedlike actual traffic signs 25 on the edge of the lane object 30. Thetraffic signs 33 a, 33 b in the exemplary embodiment correspond to anactual traffic sign 25 arranged on the edge of the lane 20; in otherexemplary embodiments, traffic signs may however also be generated byusing driving recommendations of the driver assistance system 6, forexample when a certain maximum speed for safely negotiating a curve wasdetermined, or when the area of the curve is assessed as being unsafefor passing.

In other exemplary embodiments, acoustically and/or hapticallyperceptible warning messages may furthermore be output depending on thecriticality. Furthermore, other optical warning messages may also bedisplayed, for example by means of a warning symbol.

In another exemplary embodiment, the driver assistance system 6 isconfigured to determine whether a speed is reached upon entering thecurve that permits safely negotiating the curve. If, despite thehighlighting of the curve section 32 in the driver information display,the driver does not initiate suitable measures, safety measures may beautomatically initiated in order to bring the ego-vehicle 1, 21 into asafe state. Accordingly, braking may for example be performed thatbrings the ego-vehicle 1, 21 to a safe speed.

With respect to the exemplary embodiment, it is furthermore proposedthat the graphic depiction of the ego-vehicle 31 in the driverinformation display is arranged at a fixed position. The depictiontherefore corresponds to a perspective from a fixed point relative tothe ego-vehicle 21, for example from a position of the driver, or aposition arranged above the ego-vehicle 21. The depiction is generatedso that a movement is depicted while driving so that other objects thatpresent the environment of the ego-vehicle 21 move relative to thedepicted ego object 31. It is shown for example that the lane markers30A, 30B move relative to the ego object 31, and the arrangement of thelane object 30 also changes relative to the ego object 31. For example,the lane object 30 changes while in negotiating the curve so that itscurvature is changeably depicted, and the lane object 30 again runscompletely straight for example at the exit of the curved area, orrespectively with a changed recorded radius of curvature.

In another exemplary embodiment, further road users are recorded andoutput as road user objects on the driver information display. The roaduser objects are displayed relative to the ego object 31 so that thephysical position and speed of the associated road users is discerniblefrom the display. The road user objects are also depicted rotatedcorresponding to the course of the road so that they for example arevisible obliquely from the side when they are driving on an area of theroad that is curved relative to the orientation of the ego-vehicle 21.

In another exemplary embodiment, the display unit 4 includes a head-updisplay, and at least the lane object 30 of the driver informationdisplay is displayed in this manner. It may for example be displayed sothat it appears to be superimposed on the lane 20 b actually perceivedfrom the position of the driver. The curve area 32 is then highlightedso that the driver may evaluate the criticality in the area lying infront of him and may discern that a manual reduction of speed or anadditional application of steering torque is required to safelynegotiate the curve.

Another exemplary embodiment of a driver information display that isgenerated and output in the method while taking into account weatherdata will be explained below with reference to FIG. 4A, 4B and 4C. Thedisplay is similar to the display explained above with reference to FIG.3. Only additional features will therefore be explained. Comparableobjects are identified with the same reference numbers.

In this exemplary embodiment, the driver information display furthermoreincludes graphic elements 40 a, 40 b for adjacent lanes. These arepositioned laterally next to the lane object 30 on which the ego object31 is arranged and continue the lane to the side in a perspectivedepiction. In the exemplary embodiment, only lane markers 30 a, 30 b areshown at the edges of the lane object 30 for the vehicle's own lane 20b. In this case as well, the depicted marker types correspond to theactual markers on the lane 20 according to the previously determineddemarcation marker classes.

In the case shown in FIG. 4A, it was detected that the surface of theroad is dry. The driving objects 30, 40 a, 40 b are shown without anystructure, for example uniformly black or gray.

In the case shown in FIG. 4B, it was detected that the surface of theroad is wet. The graphic objects for depicting one's own lane 30 as wellas the left 30 a and right 30 b adjacent lanes are depicted with apattern that represents raindrops in this example. In other exemplaryembodiments, other structures may be depicted; furthermore, dynamicdepictions such as moving structures in the area of the graphic objects30, 40 a, 40 b are also conceivable. In another exemplary embodiment,other objects are also depicted such as further road users whose mirrorimages are depicted on the road depicted as wet with rain. Furthermore,spray may be depicted in the area of road user objects that move overthe road.

In the case shown in FIG. 4C, it was detected that the road is at leastpartially covered with snow. Analogous to the case shown in FIG. 4B, theobjects for the lanes 30, 30 a, 30 b are depicted structured in thiscase as well, wherein a pattern of a snow surface is shown. In this caseas well, other structures as well as dynamic depictions are conceivable.

In other exemplary embodiments, the graphic objects for the lanes 30, 40a, 40 b are depicted such that other features of their surface arerepresented. These may be for example contaminants, oil or markers onthe lane.

With reference to FIG. 5A to 5D, other displays will be explained thatmay be generated and output with the method taking into accountdifferent types of road markers. In this case as well, the driverinformation system explained with reference to FIG. 1 will be assumed,and the objects will be identified if possible with the referencenumbers already used above.

In the case shown in FIG. 5A, no road markers were recognized on theroad 20. Only the ego object 31 that represents the ego-vehicle 21 isdepicted as well as a lane object 30 that is shown uniformly gray in theexemplary embodiment. In other exemplary embodiments, other depictionsare possible; however, the display is such that no objects comparablewith a road marker are displayed. The driver may see from this displaythat the ego-vehicle 21 is being driven without orientation fromrecognized road markers so that for example driver assistance systemsfor transverse control may only be used restrictedly or not at all.

In the case shown in FIG. 5B, it was recognized that the lane 20 b onwhich the ego-vehicle 21 is located is bordered on the left and right bylane markers. These were assigned the demarcation marker classes of“broken lane marker”, or respectively “solid lane marker”. Furthermore,adjacent lanes were recognized. In addition to the ego object 31 and thelane object 30 that represents the currently used lane 20 b, the driverinformation display also includes graphic objects for the left 40 a andright 40 b adjacent lanes as well as vehicle markers 30 a, 30 b that aregenerated according to the recorded demarcation marker classes andrepresent essential characteristics, i.e., the broken, or respectivelysolid embodiment corresponding to the actual lane markers.

In the case shown in FIG. 5C, it was recognized that, different than thecase shown in FIG. 5B, the lane 20 b of the ego-vehicle 21 is notbordered by a right lane marker. Instead, a transition from the road toa shoulder area was detected. In contrast to the case shown in FIG. 5B,this is output by the driver information display in that the graphicobject 40 b depicts a shoulder area for the right adjacent lane thatborders the lane object number 30 with the ego object 31.

The case shown in FIG. 5D differs from that in FIG. 5B in that thecurrent lane 20 b of the ego-vehicle 21 is bordered on the right by acurb. This is displayed in the driver information display in that agraphic demarcation object 30 b that represents a curb is depicted onthe right next to the lane object 30.

In other exemplary embodiments, road markers may also be guardrails,vegetation or roadside structures, or other demarcation markers andstructures according to the various demarcation marker classes.

With reference to FIG. 6A to 6C, other displays will be explained thatmay be generated and output using the method for a planned lane change.In this case as well, the driver information system explained withreference to FIG. 1 will be assumed, and the objects will be identifiedif possible with the reference numbers already used above.

FIG. 6A to 6C each include an ego object 31 that represents theego-vehicle 21. This is displayed statically and always arranged at thesame position within the driver information display. The movement of theego-vehicle 21 is depicted in that the depicted environment movesrelative to the ego object 31 as it appears from the coordinate systemof the ego-vehicle 21. For example, structures of the road move relativeto the static ego object 31 including curved areas as well as lanemarkers 30 a, 30 b corresponding to the actual proper movement of theego-vehicle 21 on the road 20.

The perspective of the display is generated from a position slightlybehind and above the virtual ego object 31. The display includes a laneobject 30 that represents the currently used lane 20 b of theego-vehicle 21, as well as adjacent lane objects 40 a, 40 b for adjacentlanes 20 a.

In all cases, a preceding vehicle 23 was also detected that will now berepresented by a road user object 61 which is arranged in the depictionin front of the ego object 31. The depiction is generated such that thedisplayed distance between the ego object 31 and object of theproceeding vehicle 61 represents the actual distance between vehicles.That is, by using the display, the driver may perceive the actualdistance and may for example notice changes.

The further road user is depicted by the virtual road user object 61 sothat essential features of its real appearance relevant to the depictionare reproduced in the display. In this regard, the vehicle type and thecolor of the further road user 23 are recorded in the exemplaryembodiment. The recording is by a camera of the ego-vehicle 1.Alternatively or in addition, in other exemplary embodiments, a datalinkto the further road user is also established, particularly by means ofCar2Car communication. The graphic road user object 61 assigned to thepreceding road user 23 is then generated so that it correctly reproducesthe depiction of the vehicle type. Alternatively or in addition, inother exemplary embodiments, other features of the preceding vehicle 23may also be reproduced in the depiction of the corresponding graphicroad user object 63.

FIG. 6A to 6C furthermore include a horizontal line arranged in front ofthe ego object 31 on the lane object 30 that depicts a set minimumdistance of the ego-vehicle 21 from the preceding vehicle 23.

In the case shown in FIG. 6A, it was recorded that the current lane 20 bis bordered on the right by a solid line and on the left by a brokenline. The recorded road markers were assigned to correspondingdemarcation marker classes, and the demarcation markers are reproducedby depictions of corresponding road markers 30 a, 30 b.

Furthermore, a further road user was recorded on a lane adjacent on theleft that is located at the approximate level of the ego-vehicle 21. Thedisplay includes a corresponding graphic road user object 62 on a leftadjacent lane object 40 a that reproduces the real arrangement of thevehicles. In this driving situation, it was determined that theego-vehicle 21 cannot safely change to the left adjacent lane. The leftadjacent lane object 40 a is therefore not highlighted but is rathercolored a uniform gray.

In the case shown FIG. 6B, a further road user was also detected on anadjacent lane, but this time on the right adjacent lane, however. Thedriver information display therefore includes a road user object 63 inthe area of the right adjacent lane object 40 b. It was determined thata lane change to the left adjacent lane may be done safely. The leftadjacent lane object 40 a is therefore highlighted. In this and otherexemplary embodiments, various highlights may be used, for example bymeans of hatching, color, brightness, or by a dynamic effect such asflashing.

In the case shown in FIG. 6C, it was furthermore detected proceedingfrom the case explained above with reference to FIGS. 6B, that thedriver of the ego-vehicle 21 has activated a left blinker. With this, hesignals that he wants to perform a lane change to the left. The egoobject 31 is output in the depiction with a shining flashing light.Since in the depicted driving situation the lane change to the left maybe done safely, an arrow 65 is displayed as a signal object 65 inaddition to highlighting the left adjacent lane object 40 a. The case isfor example configured to be the color green. In other exemplaryembodiments, the color may depend on whether the lane change may be donesafely; if this is not the case the arrow 65 may for example be coloredred. Furthermore, the signal object 65 may also be configureddifferently, for example like chaser lights or with another symbol.

In the case shown in FIG. 6C, it was furthermore recorded that the leftadjacent lane is bordered on the left by a solid line. Moreover, thecurrent lane 20 b of the ego-vehicle 21 is bordered on the right by asolid line. These road markers are correspondingly displayed in FIG. 6Cby using demarcation objects 30 a, 30 b, 66.

In other exemplary embodiments, it is recorded that the further roaduser 23 is planning a certain driving maneuver. To accomplish this,light signals from a turn signal are evaluated, or information isreceived via a Car2Car link. A driving maneuver object is displayed forthe road user object 61 that signals that the preceding vehicle 23 isfor example planning a lane change.

With reference to FIG. 7A to 7C, other displays will be explained thatmay be generated and output with the method taking into accountimpending oncoming traffic, if applicable. In this case as well, thedriver information system explained with reference to FIG. 1 will beassumed, and the objects will be identified if possible with thereference numbers already used above.

In the case shown in FIG. 7A, no oncoming traffic was detected on thelane of the ego-vehicle 21 as well as on the adjacent lanes. In thiscase, the depiction includes the lane object 30 as well as right andleft bordering adjacent lane objects 40 a, 40 b. Furthermore, an egoobject 31 as well as a preceding vehicle 23 is depicted by a road userobject 61.

In the cases shown in FIG. 7B and 7C, it was recognized that oncomingtraffic may be anticipated in the lane 20 a arranged on the left in thedriving direction next to the current lane of the ego-vehicle 21. Thedepictions differ from the depiction depicted above with reference toFIG. 7A in terms of a graphic oncoming traffic warning object 71, 72that is arranged on the adjacent lane object 40 a. The depiction is forexample like a lane marker placed on a road surface.

In the exemplary embodiment, the oncoming traffic warning object 71, 72moves with the ego object 31. In other exemplary embodiments, theoncoming traffic warning object 71, 72 in the coordinate system of thedepicted road surface may be static so that the ego object 31 appears tomove past to the oncoming traffic warning object 71, 72. In this case,the oncoming traffic warning object 71, 72 may repeatedly appear inmultiple executions, for example in periodic intervals as long asoncoming traffic on the adjacent lane 20 a is to be anticipated.

Alternatively or in addition, in other exemplary embodiments, anoncoming road user object is also depicted in the area of a lane objectwhen it was determined that oncoming traffic is to be anticipated on thelane. The oncoming road user object may be configured so that it depictsan actual oncoming road user. It may furthermore be displayed even if nofurther road user was detected in order to warn the driver of thepotential occurrence of oncoming traffic. The depiction of the oncomingroad user object may differ if it represents an actually detected roaduser, or if it only is being displayed as a warning.

With respect to FIG. 8A to 8C, various depictions of the ego object inthe driver information display will be explained that may be generatedand output by the method. In this case as well, the driver informationsystem explained with reference to FIG. 1 will be assumed, and theobjects will be identified if possible with the reference numbersalready used above.

In the exemplary embodiment, states of the lighting system 7 of theego-vehicle 1 are recorded, and the depiction of the ego-vehicle 31 inthe driver information display is generated so that it reproduces thestates of various elements of the lighting apparatus 7. For example,rear lights and headlamps may be displayed illuminated or unilluminatedcorresponding to the recorded states.

The ego object 31 includes a depiction of the ego-vehicle 1 from aperspective from the rear in the driving direction so that the vehicle'srear is visible. In the FIGS., only one section is always shown that forexample shows the essential elements of the lighting system 7 of theego-vehicle visible from this perspective.

In the case shown in FIG. 8A, turn signals 80 on both sides are depictedhighlighted, for example by an increased brightness and a yellow color.This is for example the case if a hazard flasher is activated. Thedepiction is dynamically generated in the exemplary embodiment so that aperiodically recurring switching on and switching off of the turnsignals 80 is output, for example just as is actually done by thelighting apparatus 7 of the ego-vehicle 1.

In other exemplary embodiments, an activation of an individual turnsignal 80 is depicted, for example with a flashing light.

In the case shown in FIG. 8B, lights of a brake light 81 are depictedhighlighted, for example by an increased brightness and a red color.Analogous to this, in the case shown in FIG. 8C, the rear lights 82 aredepicted highlighted, in this case by an increased brightness and awhite color.

Analogous to this, other lights may be depicted in other exemplaryembodiments, for example a rear fog lamp or a marker light. Furthermore,various combination of lights may be depicted highlighted. In anotherexemplary embodiment, an actual illumination is furthermore recorded,wherein malfunctions are also detected, for example. The depiction maythen be adapted to the actually detected illumination.

In other exemplary embodiments, an operating state of a forward-directedheadlamp of the ego-vehicle is recorded such as low beams, high beams, aparking light, fog lamp, a daytime driving light or a wide beam. Forexample, a brightness, color, headlamp range and/or intensitydistribution is recorded. The ego object is generated by using therecorded operating state analogous to the depictions explained above.

Furthermore, the depiction may include other graphic objects in anenvironment of the ego object 31, and these are generated for exampledepending on the recorded operating state of the lighting apparatus. Forexample, a lane object 30 is depicted with a certain texture and/orbrightness distribution, wherein the light distribution on the road 20generated by the lighting apparatus 7 is depicted for example in thearea in front of the ego-vehicle 21. Further road users may also bedepicted depending on if and how they are illuminated by the lightingapparatus 7. The depiction is generated such that a headlamp range and awidth of light distribution is perceptible from the depiction, whereinfor example the headlamp range and/or intensity depends on an anglerelative to the driving direction of the ego-vehicle 21.

In doing so, an actual illumination of physical objects may be recordedby sensors of the detection unit 2, and/or a physical model may be usedin order to determine the illumination of objects by the lightingapparatus 7. For example, the influence of the lighting system on theappearance of the environment may be reproduced very realistically.

With reference to FIG. 9, an exemplary embodiment will be explained of adriver information display with a trailer object generated by using themethod. In this case as well, the driver information system explainedwith reference to FIG. 1 will be assumed, and the objects will beidentified if possible with the reference numbers already used above.

In the exemplary embodiment, an operating state of the trailer device 8of the ego-vehicle 1 is recorded. If it is recorded that a device ismounted on the trailer device, then the ego object 31 is generated incombination with a graphic trailer object 90.

The display is such that the ego object 31 with the graphic trailerdepiction is displayed in a perspective from the rear such that a roadsection of the road object 30 lying in front of the ego object 31 in thedepiction is visible.

The trailer depiction may differ depending on the type of trailerobject, for example in terms of its size, shape and color. For example aschematically simplified image of the real trailer object may bereproduced by the graphic trailer depiction.

In the exemplary embodiment, the driver information display furthermoreincludes a road user object 61 that represents a preceding vehicle 23, alane object 30 that represents the current lane 20 b of the ego-vehicle1 as well as adjacent lane objects 40 a, 44 b for adjacent lanes 20 a.Moreover, the lane markers are reproduced by means of demarcation markerobjects 30 a, 30 b.

With reference to FIG. 10A and 10B, exemplary embodiments of driverinformation displays for various automation levels will be explained.The above explained exemplary embodiments will be assumed.

The driver information displays include other information elements knownper se in addition to environmental depictions. These include forexample elements for outputting a current speed, a current gear,consumption, or played music titles. Furthermore, driving instructionsof a navigation system are output.

In the case in FIG. 10A, it was detected that the driver assistancesystem 6 is operating on a low automation level. A reduced depiction ofthe environment is therefore output. In the exemplary embodiment, alongitudinal control of the ego-vehicle 1 is activated in which thedriving speed is controlled so that a certain minimum distance from thepreceding road users is maintained and passing on the right is avoided.In other exemplary embodiments, driver assistance modules are activatedso that the transverse control of the ego-vehicle 1 is supported insteadof the longitudinal control. In doing so, the reduced environmentaldepiction on an automation level is output in which the control issupported either in the longitudinal or transverse direction.

The driver information display in FIG. 10A includes a depiction of theenvironment with an ego object 101 a for the ego-vehicle 1, a road userobject 102 for a preceding vehicle, as well as a further road userobject 103 for another vehicle on a left adjacent lane 20 a. The currentlane 20 b on which the ego-vehicle 1 is located is bordered on the leftand right by lane markers 106 a, 106 b. At a certain distance in frontof the ego object 101 a, a distance object 105 is depicted thatrepresents a set safety distance from the preceding road users.

The ego object 101 a is depicted in this case such that it is not fullyperceptible. The depicted perspective extends from a virtual point aboveand to the rear of the ego-vehicle 1 so that part of the ego-vehicle 1as well as a part of the preceding road is depicted. Neighboring lanesare only implied and not shown in the full width.

In the driver information display, the road user object 102 for thepreceding vehicle is displayed as a control object for speed anddistance control. Furthermore, the further road user object 103 for thevehicle on the left adjacent lane is displayed as a control object forpreventing passing on the right. Further road users are not output inthis case if they do not have any direct relevance for the automaticcontrol of driving.

The road section depicted in front of the ego object 101 a is outputwith a straight course.

In the case shown in FIG. 10B, the driver information display isdistinguished from the case in FIG. 10A explained above in terms of thedepiction of the environment. It was detected that the driver assistancesystem 6 is operated with a higher automation level, wherein there isactive automated intervention both in the longitudinal control as wellas the transverse control of the ego-vehicle 1. An expanded depiction istherefore displayed.

The environmental depiction includes a larger area of the environment;for example, the left and right adjacent lanes are depicted in theirfull width. Furthermore, a further road user object 104 is depicted thatrepresents a further road user which however does not serve as a controlobject for the driver information system 6. That is, the driverinformation display also includes such road users that are not directlyused for the automated support of driving by means of the driverassistance system 6. The road markers 107 a, 107 b depicted in thedriver information display are displayed broken, or respectively solidin this case.

The course of the road displayed in front of the ego object 101 bdepicts a curved road, wherein the curvature corresponds to an actualcourse of the road that is determined by means of sensors of theego-vehicle 1 and by using map data. In the expanded depiction, theoutput is dynamic, i.e., a movement of the road relative to thestatically depicted ego object 101 b is depicted, wherein the curvaturemay also change corresponding to the actual conditions.

In one exemplary embodiment, an animated transition between the reducedview in FIG. 10A and the expanded view in FIG. 10B is depicted afteruser input for changing between different automation levels has beenrecorded. In this case, there is a switch from a lower to a higherautomation level. For example, the switch between automation levels iscarried out by actuating a button on the steering wheel, or a brakepedal.

In the animated transition, the perspective of the depiction is shiftedso that the ego object 101 a appears to move forward so that a largerportion of the depiction of the ego-vehicle 1 is visible. Upon reachingthe expanded depiction in FIG. 10B, the ego object 101 b is depictedfully in a rear view. At the same time as the shift in perspective,other objects in the environment are also depicted, i.e., the radius ormaximum distance to other depicted objects is increased along with thenumber of the other objects.

With reference to FIG. 11A to 11D, exemplary embodiments of driverinformation displays with unclassified and classified further road userswill be explained. In doing so, the above explained exemplary exampleswill also be assumed.

In the cases in FIG. 11A and FIG. 11B, an expanded depiction of theenvironment includes a rear view of an ego object 111 that representsthe ego-vehicle 1, a road user object 112 for a preceding vehicle, aswell as a further road user object 114 for another vehicle that islocated on the right side in front of the ego-vehicle 1. The furtherroad users were recorded and assigned to a specific road user class,wherein they were identified as passenger cars in the present case. Theyare depicted so that the driver may see from the driver informationdisplay that they are passenger cars in each case.

In other exemplary embodiments, other characteristics of the furtherroad users are recorded such as their color, the vehicle type or a stateof a lighting system. The road user objects 112, 114 are depicteddepending on the recorded characteristics so that there is a moredetailed depiction closer to reality of the road users.

The depiction furthermore includes a generic road user object 113 a, 113b that represents a further road user to the left next to theego-vehicle 1. This further road user was not precisely identified andcould only be assigned to a generic road user class. The exemplaryembodiment is a passing road user, wherein only its position relative tothe ego-vehicle 1 was recorded by means of radar sensors in the rear andside area of the ego-vehicle 1; however, no data from a camera of theego-vehicle 1 could be recorded that would permit a more precisecategorization and assignment to a specific road user class.

In the case shown in FIG. 11A, the generic road user object 113 a isdepicted as a block with rounded edges, or as a similarthree-dimensional shape. In the case shown in FIG. 11B, the generic roaduser object 113 b is depicted as a hatched area. The generic road userobject 113 a, 113 b is depicted in each case such that the position ofthe assigned road user relative to the ego-vehicle 1 is perceptible.

In another exemplary embodiment, the generic road user object 113 a, 113b has a linear extension in the driving direction. Since typically thelength of a further road user who is approaching the ego-vehicle 1 fromthe rear is not recorded by sensors of the ego-vehicle 1, the genericroad user object 113 a, 113 b is depicted with a growing linearextension while it is passing the ego-vehicle 1. That is, in thedepiction, the generic road user object 113 a, 113 b grows in lengthduring the passing process until it is detected that the end of thefurther road user has been reached.

When the passing road user to which the generic road user object 113 a,113 b in FIG. 11A and 11B is assigned has passed the ego-vehicle 1enough for it to enter into the detection area of a camera recording thefront area in front of the ego-vehicle 1, it is assigned to a specificroad user class. That is, it is for example recognized that it is apassenger car of a certain type in a certain color.

In the case shown in FIG. 11C, such a classification was made for afurther road user on the left adjacent lane, and a specific road userobject 113 c is depicted at its position that has characteristics of theactual appearance of the further road user. A view of the further roaduser is depicted corresponding to the assigned road user class.

In a transition from one of the depictions in FIG.11A or 11B to thedepiction in FIG. 11C, a change from a generic road user object 113 a,113 b to the specific road user object 113 c is graphically depicted ina manner known per se, for example by cross-fading, morphing, thepiecewise or complete replacement of the depicted elements, or by thespecific road user object 113 c “growing” from a generic road userobject 113 a, 113 b.

The method in which the above-explained displays are generated will beexplained in greater detail with reference to FIG. 11D by using aspecific traffic situation.

An ego-vehicle 116 is moving along a lane in a driving direction 115that is indicated by an arrow 115. Furthermore, a further road user 117is also moving in the driving direction 115 on an adjacent lane and isapproaching the ego-vehicle 116 from the rear.

The ego-vehicle 115 includes sensors that each have a detection area118, 119, i.e., a rear detection area 118 that extends into the areabehind the rear of the ego-vehicle 115, and a front detection area 119that extends into the area before the front of the ego-vehicle 115.

In the driving situation shown in FIG. 11D, the further road user 117 isin the process of passing the ego-vehicle 116, i.e., it is moving at agreater speed and is in the process of driving out of the rear detectionarea 118 and into the front detection area 119.

In the exemplary embodiment, data are recorded by a radar sensor in therear detection area 118. These data make it possible to detect thefurther road user 117, and to record its position and its distancerelative to the ego-vehicle 116, as well as record its relative speed.Furthermore in the exemplary embodiment, image data are recorded by acamera in the front detection area 119. These data also make it possibleto detect the further road user 117, and to record its position and itsdistance relative to the ego-vehicle 116; furthermore, its relativespeed may be determined.

By using the image data recorded in the front detection area 119, thevehicle type may moreover be determined. For example after the furtherroad user 117 has been recorded in the front detection area 119, thecolor of the vehicle, the vehicle class and manufacturer and model aredetermined.

In the exemplary embodiment when the further road user 117 is beingrecorded in the rear detection area 118, a generic road user class isdetermined. In the example, this includes all vehicles. After theentrance of the further road user 117 into the front detection area 119,a specific road user class is determined that for example includes allpassenger cars or all compact vehicles of a particular brand.

In the exemplary embodiment, a depiction shown in FIG. 11A and 11B isgenerated as long as the further road user 117 was only detected by theradar sensor with the rear detection area 118. If the further road user117 enters the front detection area 119 of the camera, an animatedtransition to the depiction in FIG. 11C is output. A morphing methodknown per se is used for this in order to depict an animated change fromthe generic road user object 113 a, 113 b to the specific road userobject 113 c.

With reference to FIG. 12A and 12B, exemplary embodiments of driverinformation displays while the ego-vehicle is following will beexplained. In doing so, the above explained exemplary examples will alsobe assumed.

The depicted displays are generated when a preceding further road user23 is detected on a road section lying in front of the ego-vehicle 1 inthe driving direction. In the displays, the traveled lane is depicted asa lane object 30. The displays furthermore include an ego object 121that represents the ego-vehicle 1, as well as a road user object 120that represents the preceding vehicle 23. The depicted distance betweenthe ego object 121 and the road user object 120 is generated accordingto a detected actual distance between the ego-vehicle 1 and thepreceding vehicle 23, i.e., the quantitative value of the distance isdiscernible from the displays. The arrangement of the geographic objects120, 121 to each other and relative to the graphic depiction of the lanecorresponds to the physical situation.

The driver assistance system 6 is activated by a driver assistancemodule that partially intervenes automatically in the transverse controlof the ego-vehicle 1. For example, an intervention in the steeringoccurs by applying torque to the steering in order to keep theego-vehicle 1 on the lane.

In the exemplary embodiment, no road markers were detected on the edgesof the currently driven lane. Since orientation using the road markersis impossible, driving while following is performed in which a targettrajectory of the ego-vehicle 1 is controlled for example with respectto the transverse position of the ego-vehicle 1 on the traveled lane.The transverse position relates to the position in a directiontransverse to the driving direction. That is, the target trajectory ofthe ego-vehicle 1 is generated so that it follows a detected trajectoryof the preceding vehicle 23.

The target trajectory of the ego-vehicle 1 is output by means of atrajectory object 122 a, 122 b that extends from the ego object 121 tothe road user object 120 in the exemplary embodiment. In the case shownin FIG. 12A, the trajectory object 122 a is depicted as a wide line withhighlighted edges. In the case shown in FIG. 12B, the trajectory object122 b is contrastingly depicted as a narrow line. Other forms ofdepiction are also conceivable.

In other exemplary embodiments, an intention is recognized to perform alane change with the ego-vehicle 1. For example, it is detected that thedriver has actuated an indicator, or that an automated lane change is tobe initiated. In this case, a driver assistance module may useenvironment data to check whether the lane change may be safelyperformed. For example, the positions of further road users are analyzedin this case, and the lane change is considered safely feasible if thereis no collision hazard. The target trajectory is then generated so thatit guides the ego-vehicle onto the adjacent lane. The trajectory object122 a, 122 b, analogous to the cases shown in FIG. 12A and 12B, may leadfrom a virtual front of the ego object 121 to the adjacent lane.

With reference to FIG. 13A to 13D, exemplary embodiments of driverinformation displays while setting a control distance will be explained.In doing so, the above explained exemplary examples will also beassumed.

In the cases shown in FIGS. 13A and 13B, a lane object 30 is depictedthat represents the lane on which the ego-vehicle 1 is moving. This laneobject is bordered on the right 30 b and left 30 a by lane markers onthe edges of the current lane of the ego-vehicle 1. The displayfurthermore includes an ego object 131 that represents the ego-vehicle1. Moreover, further road users 132, 133, 134 are depicted, for examplea preceding vehicle 132 as well as further road users 133, 134 onadjacent lanes.

In the driving direction at a certain distance in front of the egoobject 131, a distance object 135 formed as line transverse to thedriving direction is depicted substantially over the width of thecurrent lane of the ego-vehicle 131. By using the distance between theego object 131 and the distance object 135, this shows a safety distancebetween the ego-vehicle 1 and a proceeding further road user for whichthe driver assistance system 6 of the ego-vehicle 1 intervenes in thecontrolling of the vehicle at least partially automatically to maintainit.

The driving situations in which the depictions in FIG. 13A and 13B aregenerated differ in that the ego-vehicle 1 moves at a slower speed inthe case of FIG. 13A than in the case in FIG. 13B. That is, the safetydistance to be maintained from a preceding further road user is greaterin the case of FIG. 13B than in FIG. 13A. Correspondingly, the road userobject 132 for the preceding further road user is depicted at a greaterdistance from the ego object 131, and the distance object 135 is alsodepicted at a greater distance from the ego object 131.

In the exemplary embodiment, the safety distance to be maintained by thedriver assistance system 6 is set by a parameter to which a certain timeinterval is assigned. The length of the safety distance is determineddepending on this time interval and the current speed of the ego-vehicle1. In this case, for example the formula s=v*t is used, wherein sidentifies the length of the safety distance, v identifies the currentspeed of the ego-vehicle 1, and t identifies the time interval specifiedby the parameter.

In the cases in FIG. 13C and 13D, an actuation of an adjustment elementin the ego-vehicle 1 was detected. This is for example included by thedetection unit 2 or is coupled thereto. In the exemplary embodiment, itis a pushbutton switch; alternately or additionally, another entrydevice may also be provided such as a dial or slider. The adjustedparameter of the driver assistance system 6 is changed by thisactuation.

This change causes the position of the distance object 135 to changerelative to the ego object 131. Since a stepwise adjustment of theparameter is provided in the exemplary embodiment, the distance object135 jumps one step forward or back upon the actuation, i.e., to agreater or smaller distance relative to the ego object 131 in thedepiction.

The depiction in FIG. 13C and 13D furthermore includes a distanceadjustment object 136 by means of which the driver may detect thepotentially adjustable values of the parameter. In the exemplaryembodiment, lines that contrast in color from the distance object 135 orsubstantially rectangular areas are depicted on the lane object thatform a distance scale object 136. The distance object 135 functions as adistance indicator object 135 that shows the actually adjusted value ofthe parameter using the distance scale object 136. The driver maythereby recognize whether the adjusted value of the parametercorresponds for example to the minimum or maximum adjustable value, orrespectively where the adjusted value is located between these values.

The depictions in FIGS. 13C and 13D in turn differ by the speed of theego-vehicle 1 that is greater in the case of FIG. 13D than in the caseof FIG. 13C. As already explained above with reference to FIGS. 13A and13B, the safety distance with the different values of the parametercorresponds to different lengths depending on the speed. Thisproportionality affects the depiction of the distance adjustment object135 to a similar extent as the arrangement of the distance object 135.In the exemplary embodiment, the depiction of the distance adjustmentobject 136 at a higher speed is elongated in the driving direction.

In other exemplary embodiments, the value of the parameter is infinitelyadjustable or adjustable with a larger number of steps. The distanceadjustment object 136 may be formed in another way, for example with acolor scale or another scale by means of a graphic depiction featurethat varies along the linear extension in the driving direction.

The above-explained exemplary embodiments illustrate required and/oroptional features. The features explained in separate exemplaryembodiments may be combined as desired, for example to realize theinvention in a comprehensive method or system.

LIST OF REFERENCE NUMERALS

1 Ego-vehicle

2 Detection unit; sensor

3 Control unit

4 Display unit

5 Evaluation unit

6 Driver assistance system

7 Lighting apparatus

8 Trailer device

10 External unit; external server

20 Road

20 a Lane

20 b Lane

20 c Lane marker

21 Ego-vehicle

22 Arrow

23 Preceding vehicle

24 Oncoming vehicle

25 Traffic sign

30 Lane object

30 a, 30 b Lane marker (depiction)

31 Ego-vehicle (depiction)

32 Curve area (depiction)

32 a, 32 b Road marker in curve area (depiction)

33 a, 30 b Traffic sign (depiction)

40 a, 40 b Adjacent lane (depiction)

61 Road user object, preceding vehicle (depiction)

62, 63 Road user object, vehicle on adjacent lane (depiction)

65 Signal object, arrow

71, 72 Oncoming traffic warning object

80 Turn signal

81 Brake light

82 Rear light

90 Trailer object (depiction)

101 a, 101 b Ego object

102 Road user object; preceding vehicle

103, 104 Road user object

105 Distance object

106 a, 106 b, 107 a, 107 b Lane marker (depiction)

111 Ego object

112 Road user object; preceding vehicle

113 a, 113 b Generic road user object

113C Specific road user object

114 Road user object

115 Arrow; driving direction

116 Ego-vehicle

117 further road user

118 Rear detection area

119 Front detection area

120 Road user object; preceding vehicle

121 Ego object

122 a, 122 b

131 Ego object

132 Road user object; preceding vehicle

133, 134 Road user object

135 Distance object; distance indicator object

136 Distance adjustment object; distance scale object

The invention has been described in the preceding using variousexemplary embodiments. Other variations to the disclosed embodiments maybe understood and effected by those skilled in the art in practicing theclaimed invention, from a study of the drawings, the disclosure, and theappended claims. In the claims, the word “comprising” does not excludeother elements or steps, and the indefinite article “a” or “an” does notexclude a plurality. A single processor, module or other unit or devicemay fulfil the functions of several items recited in the claims.

The term “exemplary” used throughout the specification means “serving asan example, instance, or exemplification” and does not mean “preferred”or “having advantages” over other embodiments.

The mere fact that certain measures are recited in mutually differentdependent claims or embodiments does not indicate that a combination ofthese measures cannot be used to advantage. Any reference signs in theclaims should not be construed as limiting the scope.

What is claimed is: What is claimed is:
 1. A method for operating adriver information system in an ego-vehicle, comprising: recording firstenvironment data in an environment of the ego-vehicle at a first time;identifying at least one further road user based on the recorded firstenvironment data; generating and outputting a driver informationdisplay, wherein the driver information display includes a first graphicroad user object which is assigned to the further road user; recordingsecond environment data in the environment of the ego-vehicle at asecond, later time; identifying the further road user again based on therecorded second environment data; and forming a second graphic road userobject which replaces the first graphic road user object in the driverinformation display, wherein the second graphic road user object has ahigher specificity than the first graphic road user object.
 2. Themethod of claim 1, wherein the first environment data are recorded in afirst spatial area relative to the ego-vehicle, and the secondenvironment data are recorded in a second spatial area relative to theego-vehicle.
 3. The method of claim 2, wherein the first spatial area isa detection area for a first sensor of the ego-vehicle, and the secondspatial area is a detection area for a second sensor of the ego-vehicle.4. The method of claim 1, wherein the first graphic road user object isconfigured as a generic road user object, and the second graphic roaduser object is configured as a specific road user object.
 5. The methodof claim 4, wherein the specific road user object has morecharacteristics of the appearance of the further road user than thegeneric road user object.
 6. The method of claim 1, wherein an animatedtransition from the first to the second graphic road user object isoutput.
 7. The method of claim 1, further comprising: recording anoperating state of a driver assistance system of the ego-vehicle; anddetermining an automation level with reference to the recorded operatingstate of the driver assistance system, wherein the driver informationdisplay includes a depiction of the environment of the ego-vehicle thatis generated depending on the determined automation level.
 8. The methodof claim 1, further comprising: determining a demarcation marker is on alane section lying in front of the ego-vehicle in the driving directionby using the recorded first and/or second environment data; anddetermining a demarcation marker class for the determined demarcationmarker, wherein the driver information display includes a graphicdemarcation object that is generated depending on the determineddemarcation marker class.
 9. A driver information system in anego-vehicle, with: a detector that is configured to record firstenvironment data at a first point in time, and second environment dataat a second point in time in an environment of the ego-vehicle; anevaluation circuit that is configured to identify at least oneadditional road user by using the recorded first environment data; and aprocessor that is configured to generate and output a driver informationdisplay, wherein the driver information display includes a first graphicroad user object which is assigned to the further road user, wherein theevaluation circuit is further configured to identify the additional roaduser by using the recorded second environment data, and by using thesecond environment data after identifying again the further road user,the processor is configured to form a second graphic road user objectthat replaces the first graphic road user object in the driverinformation display, wherein the second graphic road user object has ahigher specificity than the first graphic road user object.
 10. Thedriver information system of claim 9, comprising a display unit thatincludes a field of vision display for outputting the driver informationdisplay.
 11. The method of claim 2, wherein the first graphic road userobject is configured as a generic road user object, and the secondgraphic road user object is configured as a specific road user object.12. The method of claim 3, wherein the first graphic road user object isconfigured as a generic road user object, and the second graphic roaduser object is configured as a specific road user object.
 13. The methodof claim 2, wherein an animated transition from the first to the secondgraphic road user object is output.
 14. The method of claim 3, whereinan animated transition from the first to the second graphic road userobject is output.
 15. The method of claim 4, wherein an animatedtransition from the first to the second graphic road user object isoutput.
 16. The method of claim 5, wherein an animated transition fromthe first to the second graphic road user object is output.
 17. Themethod of claim 11, wherein the specific road user object has morecharacteristics of the appearance of the further road user than thegeneric road user object.
 18. The method of claim 12, wherein thespecific road user object has more characteristics of the appearance ofthe further road user than the generic road user object.
 19. The methodof claim 2, further comprising: recording an operating state of a driverassistance system of the ego-vehicle; and determining an automationlevel with reference to the recorded operating state of the driverassistance system, wherein the driver information display includes adepiction of the environment of the ego-vehicle that is generateddepending on the determined automation level.
 20. The method of claim 3,further comprising: recording an operating state of a driver assistancesystem of the ego-vehicle; and determining an automation level withreference to the recorded operating state of the driver assistancesystem, wherein the driver information display includes a depiction ofthe environment of the ego-vehicle that is generated depending on thedetermined automation level.